Flying machine



April 25-, 1933.

T. M'c DANIEL FLYING MACHINE Filed Aug. 13, 1930 5 Sheets-Sheet 1 7.2. g. E. 64 a7 36 a //l H I l f IN VEN TOR. Z 120,- afianiel A TTORNEYS.

April 25, 1933.

Filed Aug. 13, 1930 5 Sheets-Sheet 2 T. MCDANIEL FLYING MACHINE April 25, 1933.

Filed Aug. 13, 1930 5 Sheets-Sheet 3 INVENTOR Taylor 410m zeZ BY M A T TORNEYS.

April 25, 1933. T, MCDANIEL 1,905,298

FLYING MACHINE Filed Aug. 15, 1950 5 Sheets-Sheet 4 A TTORNEYS.

T. M 0 DANIEL FLYING MACHINE April 25, 1933.

Filed Aug. 13, 1930 5 SheetsSheet 5 iguZ 5'.

IN V EN TOR.

Zarfiafian 256% YZZIJ A TTORNEYS.

Patented Apr. 25, 1933 warren STATES TAYLOR MCDANIEL, OF WASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR TO MCDANIEL GLIDER INCORPORATED, OF'WASEINGTON, DISTRICT OF COLUMBIA, .A. CORPORATION OF MARYLAND FLYING MACHINE Application filed August 13, 1930. Serial No. 475,092.

My invention relates to improvements in flying machines.

The invention is preferably embodied'in a glider, although the same may be embodied in any type of heavier than air machine, such as, an airplane and also in a lighter than air machine, such as, a dirigible. In constructing a glider in accordance with my invention, the air-foil or sustaining plane has a stiffening frame made of inflated tubes. These tubes are secured to the fuselage, and means is preferably provided to eXert a longitudinal pull upon the inflated tubes, upon the increase of load upon the tubes. The weight of the pilot is suspended from the means which is adapted to exert the longitudinal pull upon the tubes. The arrangement is such that the horizontal control or stabilizing of the glider is effected by flexing or warping the trailing edge of the air-foil or sustaining plane by the manipulation of the usual control stick. In addition to this, the rear edges of the air-foil are automatically warped or flexed by virtue of the weight of the pilot, upon the change in load upon the air-foil.

lVhen the glider travels into thermal ascend ing currents, the curvature of the air-foil is increased, thus enabling the glider to take advantage of the lifting force of the ascending currents,and when the glider enters descending currents, the air-foil has its curvature decreased, thus enabling the glider to pass with increased speed through the same. The fuselage of the machine preferably has its major portion formed of an inflated tube, a part of which is preferably contracted so that it will yield or bend at this point, in all directions, when suflicient force is applied to the same, serving as a universal joint. The direction and elevation rudders are carried by the fuselage at the rear of thisuniversal joint.

A particular advantage of the glider is that the major portion of the framework of the same is constructed entirely of inflated tubes. which is extremely light, resilient with in limits, and not liable to break, as would be the case if constructed of wood. The frequent breakage of the ordinary glider,'when making a landing is'one of the principal ob PATENT oFFica jections to its use. Further,byconstructing,

the major portion of the framework of the gliderof inflated tubes, suchtubes may be deflated and the glider collapsed for shipment in a relatively small space, the ordinary Woodenframe glider when shipped occupying a considerable space.

In the accompanying drawings, forming a partof this specification, and in which like numerals are employed to designate like parts throughout the same. I

Figure 1 is a side'elevation of a glider embodying my invention,

Figure 2 is a front elevation of the same, Figure 3 is a broken away,

plan view of the glider, parts Figure 4C is a transverse section taken on I line 44 of Figure 3,

Figure 5 is a similar view, taken on line 5+5 of Figure 3, Y V

Figure 6 is a transverse section taken on line 66 of Figure 3,

Figure 7 is an enlarged side elevation of the elastic lacing for the air-foil'sections cover- Figure 8 is a plan view, parts omitted, and

partly diagrammatic of one air foil section,

Figure 9 is a plan view of the tail section,

the covering being omitted,

Figure 10 is a side elevation of a turnbuckle,

Figure 11 is a central longitudinal section through one of the air-foil tubes,

Figure 12 is a transverse section taken on line 1212 of Figure 11, .7

Figure 13 is an enlarged fragmentary elevation of one end of the air-foil tubes,

Figure 14: is a transverse section taken on line -1l1l of Figure 13,

Figure 15 is a vertical longitudinal sec-,,

tion taken on line 1515 of Figure 6,

Figure 16 is a, horizontal section taken on line 1616 of Figure 1,

Figure 17 is a transverse section taken on line 1717 of Figure 16, 1

Figure 18 is a perspective view of one set of air-foil ribs, and T V Figure 19 is a detail view of the contracted portion of the fuselage.

- In the drawings, wherein for the purpose of illustration, is shown a preferred embodii ment of my invention, the numeral 20 designates a skid of any well known or preferred type, upon which are rigidly mounted forward and rear struts 21 and 22, extending upwardly, for connection with the fuselage, in a manner to. be described. Extending longitudinally above the skid 20 is a seat supporting bar 23, the rear end of which is connected with the skid 20, by means of a hinge 24, so that this bar may swing vertically with relation to the skid. The forward end of the bar 23 is forked, providing spaced arms 24, receiving between thesame, the forward strut 21. The seat 25 is rigidly mounted upon these arms 24, in advance of thestrut, and

the control stick 26 is mounted between the forward ends of the arms 24 and is connected therewith, by a universal joint of any well known or prefered'type. The skid 24 has a rudder bar 27 pivotally connected therewith, as shown at 28, to swing horizontally with relation thereto.

The numeral 29 designatesthe fuselage as a whole. The forward portion of this fuselage is preferably formed of wood, and embodies spaced longitudinal strips or boards 30, which may be of a laminated construction. These stripsare rigidly connected by horizontal transverse bars 31, arranged between the same, and attached thereto by glue or the like. These bars 31 are spaced, as shown. The struts 21 and 22 extend upwardly between the strips 30 and bars 31, and the bars 31 adjacent to the struts are grouped to form sockets for the ends of the struts, as shown. 7 Blocks 31 are also arranged between the sides of the struts 21 and 22 and the boards 30. All of these elements are preferably formed of wood, and may be secured together by glue or the like. Bolts 32 also connect the struts 21 and 22 with the boards 30. The rear portion of the fuselage is preferably in the form of an inflated tube 33, engaging a head or block 34, carried by the rear end of the forward fuselage section. The tube is held upon the block 34 by means to be described. The tube 33 is formed of fabric which is relatively non-extensible, and this tube contains a rubber inner tube, for holding the air or other fluid under pressure. I also contemplate rendering the tube air-tight, as by rubberizing the same. This tube 33 and the other tubes to be hereinafter described, are constructed in a similar manner, as will be described in detail. The fuselage tube 33 has a circumferentially contracted portion 33, formed by placing a cloth band 35, or the like, thereon, whereby the tube may be bent at this contracted point, upon the application of suitable force tothe same. This provides in effect a universal jointbetween the rear portion 35 of the tube and its forward portion.

The air-foil or sustaining plane is designated as a whole by the numeral 36, and is formed in sections, which are disposed upon opposite sides of the fuselage. The framework of each air-foil section embodies a plurality of inflated tubes 37 38 and 39. These tubes are relatively non-extensible and are formed of fabric, such as balloon cloth. The cloth is wound upon itself to produce a plurality of layers 39 Figure 11,.and these layers are free from attachment with each other through substantially their entire length, except at their inner and outer edges. The free inner edge 40 of the fabric is glued to the next layer and the free outer edge 41 is glued to the next layer of fabric preventing the possibility of unwinding,'but the other layers are not glued together, as described. At the outer end of each tube 37, 38 and 39, is arranged a cap 42, inserted into the end of the tube and secured thereto by glue at 42, which is preferably applied thin to soak through all layers of the tube and layers of the cap at that point. The inner end of each tube is closed by a similar inner cap 43, arranged within the inner end of the tube and glued thereto at 43, as described in connection with the first cap. Particular attention is called to the fact that the surfaces of the wound layers of the tube between the caps are not glued together or otherwise attached except at their edges, and this is an important feature of the invention, as it enables a high pressure'to be introduced into the tube and imparts to the tube the maximum rigidity against local bending, and also permits of distribution of therequal amount of strain upon each layer. The ends or caps 42 and 43 are made up of the same number of layers of the same fabric as the body of the tube and the cap layers are free from attachment with each other, except at the points of glueing 42 and 43 as described. These ends are inserted within the body of the tube with the glue applied thereto and a suflicient amount of compressed air isintroduced into the inner tube to hold the elements distended and the contacting surfaces ofthe tube and caps in firm engagement during the drying of the glue. Each'tube contains an inner rubber tube 44' for holding air, having a valve 45, and, if desired, the outer tube may be rendered air-tight by any suitable means and the inner tube omitted. At the outer end, each tube is cutinto tapered ears 46, which are folded over the cap 42, and are glued together, preferably without being glued to the cap, which maybe effected by inserting a sheet of waxed paper between the ears and cap. I have found that a tube constructed in accordance with the drawings and description here-with presented may receive sufficient pressure to render the same rigid. The tubes 37, 38 and 39 may be 10 inches in diameter and 12 feet long, and the tensile strength of the fabric in the tube is 8,288 pounds or The caps 43 at the inner ends of the tubes of the air-foil sections contact with the boards or sides 30 of the woodenfuselage section, see Figure 6, while the inner ends of these tubes are provided with longitudinal slits 45, see Figure 13, sothat the material between the slits may be folded inwardly upon diagonal lines 46, providing tapered ears 47, having metallic eyes 48 secured therein. Wires or other flexible elements 49 are secured within the eyes 48, and pass through metal eyes 50, formed inthe sides or. boards 30... The

wires 49 connect the inner ends of thetubes in one air-foil section with the inner ends of.

the corresponding tubes in'the other air-foil section, and these wires are permanently taut and the degree of tautness increases with the increased load upon the air-foil sections, as will be explained. The inner caps 43 also fit within annular sockets 50, formed of rope or the like, which isglued or otherwise attached 'to the boards 30, and these sockets with the wires 49 prevent'lateral displacement of the inner ends of the tube. The fuselage section tube 33 has its inner end constructed identical with the inner end of the air-foilsection-tubes, and wires51 are 40 attached to the ears 52. These wires are con nected with any of the wires 49 of the rear tubes 39. The cap at the forward end of the tube 33 engages the block 34 and is arranged within an annular socket 52 formed of rope or the like, glued or otherwise attached to the block 33, while the wires 51 pass --through metal eyes formed in .the blocks 34 and sides 30. The socket 52' and wires 51 serve to hold the tube 33 against lateraldisplacement on the block 34.

Each air-foil section further embodies transverse inflated ribs 53, 54 and 55, having an outer casing of a suitable number of layers of non-extensible fabric and an inner rubber tube, although the casing may be made air-tight, if desired. Each'of the ribs 53 and .54 has a rear portion 56, tapering rearwardly and having an outer edge 57 corresponding to the profile of the air-foil.- Each rib is provided near its forward end and in its top with a socket 58, for receiving the tube 38, and is provided near'its-forward end and at its bottom with a projection 59' fitting between the tubes 37 and 39, Figure 4.

The ribs 53 and 54 are-placed in position in a semi-inflated condition, and are subsequently inflated to the desired rigidity, whereby they interlock with the tubes 37 38 and39. The ribs 55 near the end of the airfoilsection extend over the tubes 37 38 and 39, and are glued to the fabric pocket or sack 60, receiving the outer ends of the tubes 37 38 and 39, and in turn glued to the same. A fabric band 61 also encircles the tubes 37, 38 and 39, preferably between the two transverse ribs 53 and 54. The transverse ribs-54 and the transverse ribs 55are provided with contracted portions 62, formed by a contracting band-62 or the like, so that theribs can be bent at these-points, when subjected to a suitable force for that purpose. The band 62 is circum-ferentially adjustable to vary the diameter of the contracted portion of the rib and hence regulate its stiffness and flexibility. This is an important feature of the invention. Where the glid-er'is being operated by an inexperienced pilot, means should be provided, whereby the tendency to over-control can be avoided. In my glider, by regulating the stiffness of the joints, an increase or decrease of stiffness may beobtainedwhich is proper for the beginner, or for one further advanced in gliding. Theribs 54 and 55 are provided outwardly of the contracted'p'ortions 62 with fabric slings 63, glued or otherwise suitably attached to the same, and these slings are connected with wires 64converging downwa-rdly for connection with a common wire 65'.

It might be stated at this point that when a sufficient pull is placed upon the wire 65, the'rear ends of the ribs 54 and 55 will be warped or flexed downwardly. All of the transverse ribs are provided with attaching strips or checks 66, secured to the lower surface of the same by glue or the like, and extending downwardly to be attached to the lower surface of the rear tube 39 byglue or the like. The transverse ribs 53, 54 and 55 have their rear portions connected by a flat fabric strip-or tape 55 secured thereto by glue or the like.

This strip is arranged slightly in advance of thev contracted portion 62 and the outer end of the strip is anchored to the outer end of the rear tube 39, whlle its inner end is attached to the fuselage tube 33. This strip is taut and serves to prevent lateral displacement of the rear ends of the transverse ribs. The longitudinal tubes and transverse'ribs in the two air-foil sections are enclosed :within fabric'coverings 67, the inner ends of which are connected by an elastic lacing 68, see Figure 7; These coverings are, also provided near their rear edges and adjacent to thebending points of the foil tubes are provided near their inner ends with metallic eyes for attachment to forward and rear brace-wires and 71, which extend inwardly and downwardly and are attached to the skid 20 forwardly and rearwardly of the air-foil.

The wires 65 which are connected with the wires 64 are passed through pulleys 72, carried by the front brace-wires 7 O and converge downwardly and are connected with the lower end of the control stick 26.

The fuselage tube section 35' carries the vertical and horizontal rudders. The horizontal rudder comprises inflated tubes 7 3 and 74, arranged upon opposite sides of the tube section 35. These inflated tubes are of substantially the same construction as the tubes previously Y .described. The inner ends of these tubes are glued to the section 35' and are held within annular sockets 7 5, of rope or the like, in turn attached to the tube section 35. The tubes 73 and 74 are equipped at their outer ends with caps 76, having eyelets 76 at their. inner ends, for connection with horizontal and vertical brace wires 77 and 77 The forward horizontal brace wires 77 are attached to eyelets formed in a fabric band 78, while the rear horizontal wires 77 are attached to eyelets formed in the cap 7 9, secured to the rear end of the tube section 35. A fabric strip or tape 7 9 passes horizontally around the caps 76 and the cap 7 9 and may be attached to the band 78, and defines the leading and trailing edges of the horizontal rudder. The surface of the rudder is formed by a fabric covering 80, passed about the fabric strip or tape 7 9. The vertical rudder 81 is identical in construction to the horizontal rudder and comprises inflated tubes 7 3 and 74, having caps 7 6 identical with the caps 76. The vertical wires 77 of the horizontal rudder are attached to the upper and lower caps 76, while vertical brace wires 81 connect the caps 7 6 with the ends of the tube'section 35. The vertical rudder has a surface of fabric 82, the edge of which is defined by a fabric tape, similar to the fabric tape 79'.

Combined brace and control wires 82 and 83 are attached to the upper and lower ends of the vertical rudder, by connection with the caps 7 6 of the forward tubes 7 3. The wire 82 extends forwardly about a pulley 84 and then downwardly about a pulley 85, mounted upon skid 20 and is then attached to the control stick 26. The wire 83 extends forwardly and is passed about a pulley 86 attached to the skid 20 and extends forwardly for connection with the control stick 26. It is obvious that when the control stick 26 is swung forwardly, the horizontal rudder will be tilted to raise the machine, and when the control stick is swungrearwardly, thus rudder will be tilted to lower the machine. In

1 a similar manner, wires 87 are attached to the endsof the horizontal rudder 82-and' these wires extend forwardly and pass about pulleys 88 and downwardly about pulleys 89 upon the skid and then forwardly for attachment to the ends of the rudder bar'27.

A wire 90 is connected with each wire 49 and the wires 90 in each set converge downwardly and are connected at a point 91 with a common wire 92, passing through the covers 67, at their point of elastic lacing. The common wire 92 extends directly down to the seat bar and is longitudinally adj ustably connected therewith. To accomplish this, the wire 92 is connected with a shank 93, having sockets or eyes 94 slidably receiving the arms 24 of the seal: bar, and these eyes are locked to the arms in the selected adjusted position by means of set screws 95.

The seat bar 2.3 can swing downwardly with relation to the skid 20 and adjustable means are provided to draw the seat bar 23 downwardly for maintaining the wire 92 taut, and to limit'the upward movement of the seat bar with relation to the skid 20. This means includes a flexible wire 96, attached to the forward portion of the seat bar 23,'and a flexible wire 97 attached to the skid 20; An adjustable turn-buckle 98 serves to connect these flexible wires. By screwing up the turn-buckle, it is obvious the seat 'bar 23 may be drawn downwardly, and the flexibility of the wires willpermi't the seat bar 23 swinging downwardly below the normal position, but will prevent the same from swinging upwardly beyond such normal position.

The operation of the glider is as follows 1 The pilot sits in the seat 25 with his feet resting upon the rudder bar 27, and holds the control stick 26 in his hand. The glider I may be launched in any of the conventional ways. During" the'flight, the control stick 26'is shifted forwardly and rearwardly to control the elevation of the glider and is shifted laterally in either direction to flex the rear edge of either air-foil section, thus enabling the lateral control of the glider. The direction of the glider is controlled by manipulation of the rudder bar 27. The entire weight of thepilot, plus the seat bar 23 and elements carried thereby, is supported by the wire 92 and this weight is transmitted to the ends of the several tubes 37, 38 and 39, holding the same under permanent longitudinal tension. Upon the increased wing loadl ing of the air-foil, there is an increased tendency tobend or flutter the air-foil tubes between their points of bracing. At the same time, the seat bar 26 moves downwardly toward the skid 20, increasing the pull upon the wire 92, which in turn increases the longi,-

tudinal pull upon theair-foil section tubes,

compressing the innerends or caps of the same and thereby-increasing the pressure in these tubes correspondingly increasing their rigidity and opposing any bending action. It will be, understood, of course, that the increased pressure upon the air-foil tends to elevate the same without tending to elevate the seat bar 23 plus the weight of the pilot, to the same extent, and this is the cause of effecting the downward movement of the seat bar, with relation to the skid 20. The same action that occurs upon the tubes 37, 38 and 39 takes place upon the fuselage tube 33, since its wires 51 are attached to the wires of the adjacent rear air-foil tubes. As is well known, the proper flying of a glider necessitates the change of the profile of the air-foil, by increasing the transverse curvature of the air-foil when passing through ascending currents to take advantage of their maximum lifting power, and

decreasing the transverse curvature of the air-foil when passing through descending currents for increasing the speed of the glider through these descending currents It will be noted that this action automatically occurs in my glider, since the flexing slings 63 are connected with the control stick 26, through the medium of the wires 65, and this control stick is mounted upon the selfadjusting seat bar 23. Hence, when the glider passes into the ascending currents, the

seat bar 23 moves downwardly toward the skid 20 for the reasons before stated, and the rear edges of the air-foil sections are warped or flexed downwardly, thus increasing the transverse curvature of these air-foil sections, and when the glider passes into descending currents, the seat bar 23 moves upwardly from the skid20, thus relieving the pressure upon the rear edges of the air-foil sections, allowing them to flex or warp up-- wardly and decreasing the transverse curvature of the air-foil sections. Also, when landing, upon the skid 20 striking the ground, the seat bar is moved downwardly by inertia and the lifting power of the airfoil is automatically increased by flexing its rear edges downwardly.

Vhile the invention is embodied in a glider, it is to be understood that the same may be embodied in an airplane. The inflated tubes or struts, which I have invented, possess stiffness and strength and are capable of being used upon any type of-heavier than air or lighter than air craft. The invention as embodied in struts is, therefore, capable of a broad use, and is not necessarily restricted to gliders.

It is to be understood that the form of my invention, herewith shown and described, is to be taken as a preferred example of the same, and that various changes in the shape, size and arrangement of parts, may be resorted to, without departing from the spirit of my invention, or the scope of the sub joined claims.

1. In an aircraft, an inflated tubular element comprising a tubular body portion formed of aplurality of layers of wound fabric, said layers being free from connection except at the freeedge of the outermost layer and the next inner layer, caps attached to the end portions of the tubular body portion, and an air-tight sack within the tubular body portion.

2. In an aircraft, an inflated tubular element comprising a tubular body portion formed of a plurality of layers of wound fabric, said layers being free from connection except at the free edge of the outermost layer and the next inner layer, and caps attached to the end portions of the tubular body portion. 7

3.. In an aircraft, an inflated tubular ele mentcomprising a tubular body portion formed of. a plurality of layers of wound fabric, said layers being free from connection except at the free edge of the outermost layer and the next inner layer.

4. In an aircraft, an inflated tubular element comprising a tubular body portion embodying a sheet of fabric wound upon itself for producing a plurality of layers, the free edge of the outermost layer being glued to the next inner layer.

5. In an aircraft, an inflated tubular element comprising a tubular body portion embodying a sheet of fabric wound upon itself for producing 'a plurality of layers, and caps at the ends of thetubular body portions, each cap comprising a plurality of layers of fabric, said caps telescoping with the ends of the tubular body portion and secured to the same by annular strips of glue which penetrate all layers of the tubular body portion and caps.

6. In an aircraft,a relatively rigid fuselage section, an inflated fuselage section tube engaging the rear end of the rigid fuselage section, an air-foil embodying inflated tubes engaging the opposite sides of the relatively rigid fuselage section, and means for in creasing the degree of compression within all of said tubes by exerting a longitudinal pull upon the tubes. 1 I

7 In an aircraft, a fuselage, an air-foil embodying infiatedtubes connected with the fuselage, a chassisconnected with the fuselage, a weight operated element mounted upon the chassis and movable with relation the fuselage, a movable seat carrying element connected with the chassis, and means operated by the movement of the seat carrying element to exert a longitudinal pull upon the inner ends of the tubes to draw the same into engagement with the fuselage for compressing such inner ends and increasing the degree of compression within the tubes.

- 9. In an aircraft, a fuselage, an air-foil comprising sets of inflated tubes extending longitudinally of the air-foil and disposed upon opposite sides of the fuselage and engaging therewith, flexible elements connecting the tubes in one set with the corresponding tubes in the other set, and means to exert a pulling action upon the flexible elements.

10. In an aircraft, a fuselage, an air-foil comprising sets of inflated tubes extending longitudinally of the air-foil and disposed upon opposite sides of the fuselage and engaging therewith, sleeves attached to the inner portions of the tubes, sets of transverse.

flexible elements attached to the sleeve of each tube in one set and to the corresponding sleeve of the tube in the other set, a common pulling element connected with all of said flexible elements, and means to move the pulling element. i

11.- In an aircraft, a fuselage embodying a rear flexible tube inflated to the desired rigidity and having a circumferentially contracted portion upon which the tube may be bent, guide means carried by the tube at the rear of the contracted portion, means to move therear portion of the tube, and an air-foil mounted upon the fuselage.

12. In an aircraft, a fuselage, an air-foil attached thereto comprising sets of inflated tubes, said sets being disposed upon opposite sides of the fuselage and extending longitudinally of the air-foil, inflated ribs engaging with the tubesand extending transversely thereof, certain of the ribs having their rear ends rendered locally flexible, and means to flex the rear ends of the flexible ribs. 7

13. In an aircraft, a fuselage, an air-foil attached to the fuselage comprising sets of tubes, said sets being disposed upon opposite sides of the fuselage and extending longitudinally of the air-foil, a skid arranged beneath the fuselage and attached thereto, a

seat bar hinged to the skid to swing vertically with relation thereto, means operated by the downward movement of the seat bar with relation to the skid to exert a longitudinal pull upon the tubes, and means to limit the upward movement of the seat bar with ing' recesses for interlocking engagement with the inflated tubes.

15. In an aircraft, a fuselage embodying a fabric tube inflated to a desired degree of rigidity and having a contracted portion to render the same locally flexible, a rudder mounted upon the inflated tube at the rear of the contracted position, said rudder comprising inflated tubes, and an air-foil mounted upon the fuselage.

16; In an air craft, a fuselage, an air-foil attached to the fuselage and having relatively movable stabilizing elements associated therewith, a supporting element arranged beneath the fuselage andattached thereto, a seat bar connected with the supporting element andvertically movable with relation thereto, a control stick mounted upon the seat bar, and operative connecting means between the controlrstick and. the stabilizing elements. 7 r

17 In an air craft, a fuselage, an air-foil attached to the fuselage and having relatively movable stabilizing elements associated therewith, a supporting element arranged beneath' the fuselage and attached thereto, a seat bar connected with the supporting element and vertically movable with relation thereto, and operative connecting means between the seat bar and the stabilizing elements.

18. In an air craft, a fuselage, an air-foil attached thereto and having relatively movable stabilizing elements, a supporting element arranged beneath the fuselage and attached thereto, a movable gravity operated element; connected with the supporting element, and operative connecting means between the gravity operated element and the stabilizing elements.

19; In an air craft, a fuselage, an air-foil attached thereto, comprising inflatedtubes extending longitudinally of the air-foil, additional inflated tubes having portions extending transversely of the longitudinal tubes, certain of the transverse tube portions having their rear end portions contracted to render them locally flexible, means for attaching the transverse tube portions to the longitudinal tubes, and means to flex the rear ends of the flexible tube portions.

20. In an air craft, an air-foil comprising longitudinally extending inflated tubes, additional inflated tubes having portions extending transversely of the longitudinal tubes and connected therewith, the rear portions of the transverse tube portions being rendered locally flexible.

21. In an air craft, a transverse air-foil rib comprising an inflated tube having its rearend portion circumferentially contracted to render the same locally flexible.

In testimony whereof I aflix my signature. .1

TAYLOR MoDANIEL. 

